Air and steam line coupler



Dec. 11, 1928.

F. JACOBS AIR AND STEAM LINE COUPLER Original Filed Jan. 27, 1925 2 Sheets-$heet 1 Gummy Dec. 11, 1928. 1,694,744

F. JACOBS AIR AND STEAM LINE COUPLER Original Filed Jan. 27, 1923 2 Sheets-$heet 2 attoz neg;

Patented Dec. 11, 1928.

onrrso STATES FRANK JACOBS, OF PRAIRIE, IDAHO.

AIR AND STEAM". LINE COUPLER.

Application filed January 27, 1923, Serial No. 615,290. Renewed May 5, 1928.

This invention relates to new and useful improvements in railway draft appliances, and particularly to air brake couplers.

One object of the invention is to provide a device of this character which is simple in construction, durable and effective in operation, and which can be manufactured at a comparatively low cost.

Other objects and advantages will 'be ap parent from the following description when taken in connection with the accompanying drawings.

In the drawings:

Figure 1 is a horizontal longitudinal sectional view through the parts of an air or steam line connection or coupling, showing the parts before being engaged.

Figure 2 is a similar sectional view show-1 ing the parts in proper engaged position.

Figure 3 is a longitudinal sectional view through a member 21-27.

Figure 41- is an end view of a coupler head.

Referring particularly to the accompanying drawing, it will be seen that the coupling comprises two coupling heads which are of identical construction, so that a description of one is thought to be suiiicient.

Each coupler head has a casing formed of three sections 10, 11, and 12, properly packed and bolted together, the outer section having a central bore 13, having an outer flaring mouth 13, the intermediate section 11 having a large chamber 14 formed in its rear end and communicating with the bore 13 by means of the bore 15, while the rear section 12 has a ventral bore communicating with the chamber 141, with its inner end flared for the reception of the tapered rear face 16 of the valve 16, said valve having a stem slidable in the bore 15, of the rear section 12, the body of the valve moving longitudinally in the chamber 1 1. The surrounding wall of the chamber 141- is formed with the longitudinal passages 141 which permit air to pass around the valve 16. Between the rear end wall of the bore 15' and the adjacent end of the stem of the valve, is a coil spring 17 which normally urges the valve forward into contact with the packing washer 18, disposed on the front wall of the chamber 14, and surrounding the bore 15. Formed-in the head, at one side of the central bore 13, is an L- shaped passage 19, one end of which communicates with the bore 15, by means of the passage 20, while the other end extends through the nipple 21 on the outer end face of the head. Cast in the outer section of the head, and projecting into the centerof the bore 15, is a nipple or tube 22, the same communicating with the bore 13, while, the passage 20 extends longitudinally thereof and p at one side. Connected to one side of the middle section 11, and communicating with the interior of the chamber 141-, is the train pipe 23, which is provided with suitable valves 24.

' Threaded in the outer leg of the L-shaped passage 19, is a hollow stem 25, the same having a valve disk 26 which seats against the outer end of the nipple or tube 21, said disk being formed from rubber. Movable on the stem 25 is a sleeve 27, the outer end of which is tapered inwardly toward and snugly fits the exterior of the pipe, as at 27 At the inner end of the taper of the sleeve 27 there is fixed a collar 28, engaged by the fixed collar 25 on the tube 25, and screwed onto the other end of the sleeve 27 is a cap 29, against which the rubber disk 26 is forced, through the medium of a coil spring 30, disposed on the stem 25, between the head 10 and the said disk. Encircling the stem 25, within the sleeve 27, and bearing against the collar 28, and against a collar 35 fixed on the stem 25, is a coil spring 31, which normally urges the sleeve outwardly toward the outer end of the stem 25. The outer end of the stem 25 is formed with laterally disposed openings 32, for passage of air into the stem. The before mentioned nipple or tube 22 is tapered intermediate its length, as at 33, and fitting into this tapered portion is the tapered end 27 of the sleeve 27. The remaining portion of the free end of the tube 22 is straight and cylindrical, but of lesser diameter than the base portion thereof.

When one head is properly engaged with the other head, the stem 25 enters the central opening of the other head, and its inner end engages with the center of the valve 16, pushing the same from its seat, until. the tapered end of the sleeve 27 seats in the tapered seat of the tube 22. The tube 21 seats its tapered portion 21, in the tapered portion 13 of the bore 13. As pressure is applied to the parts, the sleeve 27 is pushed backwardly, against the tension of the spring 31, the apertured end of the stem 25 passes inwardly beyond the inner end of the tube 22, so that the air from the chamber 1 1, received from the train pipe, may be passed from one coupling head to the other, by means of the stem 25. At the same time, the tube 21 seats its tapered portion 21' in the tapered portion 13, of the bore 13, and the cap 29 presses the rubber collar 26 tightly against the mouth of the tube 21, whereby to prevent air escaping between said tube and stem.

The coupling heads may be suspended or supported on the cars in any suitablemanner.

Connected to the inner end of the inner section 12, of the coupling head, by means of the hall andsoclret joint 42 in a stem 43, which is slidaibly disposed through a sleeve 44 carried by the car, and in which is arranged a coil spring 45, which serves as a shock absorber for the coupling.

KVhat is claimed is:

Matingeoupling heads each consisting of a body portion and a transverse end portion, the body portion having a chamber and a valve in said chamber, the transverse portion having passages leading into said chamber, a tube projecting from the transverse portion in. concentric relation to one of said passages, a hollow stem extending from said passage and beyond the tube for engagement in one of the passages of the mating head, a spring pressed sleeve slidable on the stem and adapted to seat within said passage of said mating head, a cap on the inner end of said sleeve, a

packin disk on the stem between the cap and tune, and a spring in the tube for normally urging the packing disk into engagement with said cap, said packing disk being adapted to be pressed against the mouth of the tube, when said sleeve is moved inwardly, whereby to prevent escape of air between the tube and stem.

In testimony whereof, I aflix my signature.

FRANK JACOBS. 

